Airplane



p 3, 1937. w. K. RO E 2,077,071 I AIRPLANE 1 Original Filed Jan. 1s, 19:54 3 Sheets-Sheer7 1 IINVENTQR. M/Z/J/j A. A 03? ATTORNEYS W. K. ROSE April 13, 19377.

AIRPLANE Original Filed Jan. 15, 1934 3 Sheets-Sheet 2 'INVENTOR. W/W/G/Zi A. POJfe ATTORNEYS W. K. ROSE April 13, 1937.

AIRPLANE Original Filed Jan. 15, 1934 3 Sheets-Sheet 5 INVENTOR. W////(z/// K. Ewe B Y 1 7 W A TTORNEYS Patented Apr. 13, 1937 UNITED STATES PATENT OFFICE AIRPLANE William K. Rose, New York, N. Y.

Continuation of application Serial No. 706,779, January 15, 1934. This application November 10, 1936, Serial No. 110,146

4 Claims. (Cl. 244-42) This application is a continuation of. applica-;

' sented claims covering said passageways broadly asa means for influencing the lift drag ratio of the wing and more narrowly as a means for increasing the lift and decreasing the drag thereof. Reservation is hereby specifically made of the right to present and procure the said claims in said application Ser. Nos. 706,780 and 110,145 and the Letters Patent to issue thereon,no abandonment of the subject matter thereof tobe implied from the absence of said claims herein. By reason of this fact the claims of this application are restricted to structures embodying an adaptation of said passageways to the endflrst above indicated.

On the basis of the foregoing more specifically one object of this invention is to form the wing with interior curved surfaces cooperating to form passageways from the lower surface of the wing to the upper surface thereof, which passageways are so constructed that air' on passing there- 40 through from bottom to top develops forces interiorof the wing, certain of those passageways being curved and directed in such manner that the force developed is in an upward and forward direction increasing the liftand tending to'ad- "4 vance the plane in flight, other of said passageways being curved and directed in such" manner that the force developed is in an upward and rearward direction increasing the lift and tending to retard the plane in flight.

50 A further object of this invention is so to loand vortices otherwise accumulating along the upper surface of the airfoil thereby decreasing .the drag thereof, and thatthe air on leaving the said passageways which increase the lift and. tend to retard the flight of the plane is directed forwardly along the upper surface of the airfoil thereby increasing the drag thereof.

Further objects of this invention will be apparent as this description proceeds.

The present invention is adapted for use in airplanes employing ailerons of any suitable type functioning as such. In my application Ser. No. 706,781, filed January 15, 1934, and in the continuation thereof Ser. No. 110,147 filed on even date herewith, I have disclosed and claimed an aileron of a novel and improved type which is preferably set into the body of the wing structure at the ends thereof. In illustrating the present invention, I have selected a wing structure for its embodiment provided with the set-in ty e of aileron, preferring to use the ailerons set forth and claimed in my said application, Ser. No. 706,781, and in the said continuation application Ser. No. 110,147. It must be understood, however, that no limitation on the invention is to be deduced therefrom.

In the accompanying drawings, which form a part hereof, and which are to be understood as purely illustrative, and which are in large part schematic,-

Fig. 1 is a topplan view of an airplane constructed according to the present invention;

Fig. 2 is a sectional view through Fig. 1, on the line 22, the same being on a large scale;

Fig. 3 is a view similar to Fig. 2 but with the wing in a different position and'the air deflecting members in a shut-off position;

Fig. 4 is avlew similar to Fig. 1 but showing the wing in a position when moving downwardly or landing, the adjusting members being set to retard the flight of the plane;

Fig. 5 is a diagrammatic view of the air valves illustrated in Figs. 2 to 4 inclusive, together with control mechanism for operating the valves in unison;

Fig. 6 is a view similar to Fig. 3 but showing a modified form of the invention.

Referring to the embodiment chosen for illustratlon in the accompanying drawings, the fuselage I of the airplane is provided with airfoils or wings 2 and 3, the particular airplane disclosed being a monoplane, though the invention could be used on other forms of airplanes if desired. At the outer ends of the wings 2 and 3 are arranged ailerons 4 and 5, which as above stated are preferably formed in accordance with the ailerons disclosed in my application, Ser. No. 706,781, and in the said continuation application Ser. No. 110,147. These ailerons form no part of the present invention except in combination.

The passageways for air currents through the wing structure, more particularly shown in Figs. 2, 3 and-4; are illustrated in Fig. 1, as comprising two groups, 6 on the right hand side of the plane, and 7 on the left hand side of the plane, and as extending substantially parallel with the front edge of the plane from the fuselage lat erally to the ailerons. In the event ailerons of the conventional type are employed, it is preferable to extend these passageways further outwardly than is illustrated and substantially to the outer edges of the wing structure with a margin of safety for bracing and mounting. If desired, the two groups may be extended also inwardly so as to narrow the distance between them, or, in fact, with slightly modified means of control may be joined in the middle to form continuous passageways at that point. It should further be understood that the passageways whether as shown, or extended either outwardly or inwardly, or in both directions, may, if desired, be divided into a plurality of sections for purposes of bracing and strengthening the structure. For convenience in presentation, the passageways will be assumed as grouped in Fig. 1, with the passageways of each group continuous. Furthermore, as the two groups of passageways are identical, reference may be had to group I for purposes of description.

Referring now to Figs. 2, 3 and 4, the wing structure has extending therethrough a plurality of passageways extending upwardly and rearwardly, threeof such passageways, 8, 9 and I0 being illustrated, i. e., the openings at the top of the passageways being rearward of their respective openings at the bottom and the slope of their curvature being upward from the bottom of the airfoil. These passageways are curved so that when opened, appreciably no straight line path for air therethrough is presented and the curvature is preferably such as substantially to embody the principle of the blades of a steam turbine. The mean cross-sectional line of each passageway gradually flattens from bottom to top and preferably subtends an angle of approximately 90. Furthermore, these passageways are slightly restricted from bottom to top so as to build up therein a reactive force which increases the normal upward and forward lift occasioned by air current passing therethrough when opened. These passageways are intended-for use in starting the plane from the landing field or water in flight, but by projecting a current of air rear-' wardly along the upper surface ofthe plane they substantially reduce the turbulence above the plane, and, depending on the proximity of the outer ends of the passageways to the outer ends of the plane, eliminate in large part the vortices formed along the outer ends.

The wing structure also has extending therethrough a plurality of passageways extending upwardly and forwardly, i. e., the openings at the top ofthe passageways being forward of their respective openings at the bottom and the slope of their curvature being upward from the bot-' tom of the airfoil, three of such passageways l1,

I 8 and I9 being illustrated. These passageways are curved so that when opened, appreciably no straight line path for air therethrough is presented and the curvature is preferably such as substantially to embody theprinciple of the blades of a steam turbine. The mean cross-sec tional line of each passageway gradually flattens from bottom, to top and preferably subtends an angle of approximately These passageways are intended for use when it is desired to retard the progress of the plane, more particularly in landing. These passageways like the passageways 8, 9 and it are slightly restricted from bottom to top so as to build up therein a reactive force which increases the nor-'- mal upward lift of the plane on the passing of air currents therethrough when opened, but contrary to the passageways 8, 9 and III, the lift is directed rearwardly rather than forwardly and tends to retard rather than advance the flight of the plane. That is to say, with the upwardly and rearwardly curved passageways 8, 9 and ID the resultant force vector computed at the center of pressure is' directed upwardly and forwardly at less than a 90 angle from the reference chord line ofthe wing, while with the upwardly and forwardly curved passageways the resultant force vector computed in like manner is directed upwardly and rearwardly at less than a 90 angle from the reference chord line of the wing.

It is preferable, though not essential, that the upwardly and rearwardly curved passageways respectively intersect the upwardly and forwardly curved passageways and I have accordingly illustrated the passageways intersecting as follows: Passageway 8 with passageway ll, passageway 9 with passageway l8, and passageway l0 with passageway l9.

To cut down the resistance, particularly along the upper surface of the plane, attendant upon the ports of the passageways there located, it is of advantage to merge these ports where the construction adopted so permits, for example, as is illustrated in the merged port of the passageways 8 and I8 along the upper surfaceof the wing.

The passageways should be so positioned in the wing structure that the ports of those at the front of the wing structure lie immediately to the rear of or not far back from the camber of the nosepiece and suflicient passageways should be provided to extend from this position well toward the trailing edge of the plane.

Preferably, though not necessarily, the degrees of curvature of all of the passageways are substantially the same, and the cross-section of the upwardly and rearwardly curved passageways midway of the wing structure is the same as the cross-section of the upwardly and forwardly curved passageways. From the foregoing, it will be observed that which ever character of passageway is employed, there is a lift exerted on the plane and that the action of the passageways differs in the effect of this lift upon the plane in flight, that of the upwardly and rearwardly curved passageways (when opened) tending to assist the flight of the plane, and that of the upwardly and forwardly curved passageways (when opened) tending to retard the flight of the plane.

The invention contemplates means for opening and closing the various passageways such that all of the passageways may be simultaneously closed and such that all of the passageways of the respective intersecting passageways.

rality of groups of passageways such as the groups 6 and I are employed, utilizing control means of the character just mentioned, individual to each group and correlating the action of the two groups by a control mechanism operating to that end. However the passageways are arranged as to'continuity or grouping, the means for controlling the opening and closing thereof should be accessible to the aviator and preferably should be such that while under constant control of the aviator they may, if desired, be arranged for automatic actuation, and may, if desired, be set from the ground before flight is started. I

The intersection of the passageways as above set forth is well adapted for the simplicity of the control means just referred to, for valves may be suitably mounted at the intersection of the passageways which afford the desired control. Thus, as shown in-Figs. 2, 3 and 4, rotary valves It, I! and I3 of like character are suitably mounted respectively at the intersection of passageways 8 and H, 9 and I8 and I and i9.

These rotary valves in neutral position illustrated in Fig. 3 close both passageways at their intersection. The valves are each provided with a diametric port or channel i6 which in neutral position is substantially perpendicular with the lower surface of the wing structure. The lower opening of the port or channel It, is in crosssection preferably equal to the respective crosssections of the lower portions of the intersecting passageways at their junction with the valve. The upper opening of the port or channel I6 is in cross-section preferably equal to the respective cross-sections of the upper portions of the intersecting passageways at their junction with the valve. The channel through the valve has straight walls rather than curved andis of course tapered from bottom to top.

For clearness ofillustration, the valves in the drawings are shown of considerably larger diameter in proportion to the passageways than should be followed in actual practice where the valves should be made as small as practicable to reduce to the minimum possible the interruption occasioned by the straight line. passage through the. valves to the gradually flattening curvature of the mean cross-sectional lines of The fiat surfaces of the channel areoccasioned by the mechanical difliculties of having the channel follow the curvature of both intersecting passageways in the alternate opening of either passageway.

Moving the valves from the neutral position in a clockwisedirection results in the gradual opening of the upwardly and rearwardly curved passageways until they are completely opened.

as illustrated in Fig. 2, the upwardly and forwardly curved passageways remaining closed. Moving the valves from a neutral position in a counter-clockwise direction results in the gradual opening of the .upwardly and forwardly curved passageways until they are completely opened, as illustrated in Fig. 4, the upwardly and rearwardly curved passageways remaining closed: 3

In Fig. is shown diagrammatically a suitable form of apparatus for controlling the movement of the valves as above set forth. As therein i1- lustrated, the valves on each side of the wing structure are actuated from a rock shaft 20 which is suitably mounted in the wing structure as schematically indicated in Fig. 1; The ends of this rock shaft may conveniently be directly connected with similarly placed valves in the two groups of passageways illustrated'for example, the valves l2. 'Rigidly mounted on the rock shaft 20 are crank arms 2| and 22, which extend upwardly and are preferably of the same length, and which lie in the same plane. These crank arms are pivotally connected respectively with links 23 and 24, from which depend pivotally mounted -arms 25 and '26 on the one side and 27 and 28 on the other side. These depending arms are substantially of the same length as the arms 2! and 22 and lie in planes parallel with the planes of the arms 21 and 22. The arms 25 and 2B are rigidly connected with the valves l6 and I3 on the one side, and the arms 21 and 28 with the valves H and i3 on the other side, the arrangement and connections being such that the valves on one side of the wing occupy the same relative positions in respect to the passageways thereof as those on the other side, regardless of what that position may be.

The rock shaft 20-has rigidly mounted thereon a cross-bar 39 from each end of which there are respectively cables 0 and M for connection with another cross-bar 42, which is rigidly mounted on a rock shaft 63 suitably mounted in the fuselage, as in journals M. To one end of the rock shaft 33, there is rigidly mounted an operating handle 45, conveniently located for the aviator, which handle is provided with hand operated pawl 46 for co-action with a rack 47.

The operating parts now under consideration are so mounted and arranged that when the handle 45 is in upright position the valves H,

valves of one character of passageway are fully openedand those in the passageway of different character fully closed, and when the handle is at its extreme position on the other side of the rack, the reverseof the position of the valves just stated is true.

In Fig. 6 I have illustrated a modification of the form of the invention shown in Figs. 2, 3 and 4., in that the passageways through the wing structure have been considerably elongated, particularly those in the rearward portion of the wing. Two upwardly and rearwardly curved passageways 52 and 53 and two upwardly and forwardly curved passageways 5 3 and 55 are illustrated. These passageways, like 'those'of the first form, preferably have no appreciable straight line path for air passing therethrough and are so curved as to embody substantially the principle of the curved blades of a steam turbine. Both the upwardly and rearwardly and the upwardly and forwardly curved passageways are gradually restricted from the bottom upwardly to secure the'reactive force heretofore referred to and thus increase the lift of the plane and influence the speed thereof. as above set forth. These passagewaysgenerally follow the same cross-sectional relation as those first above described, and are preferably, though not necessarily, so placed in the plane as to intersect in pairs, that is, the upwardly and rearwardly curved passageway 52 intersecting with the upwardly and forwardly curved passageway 54 and the upwardly and rearwardlycurved passageway 53 intersecting with the upwardly and forwardly curved passageway 55. The degrees of curvature of the passageways which intersect are preferably substantially alike. The ports of passageways 52 and 55 also preferably merge in the upper surface of the wing. Rotary valves 5| are suitably mounted at the intersections of the passageways, of like construction and operation as the rotary valves of Figs. 2 to 5. The valves of Fig. 6 are illustrated in the neutral position as in Fig. 3. The modified form results in simplification in cutting down the number of parts illustrated in the preferred structure, and the elongated passageways when employed, to a certain extent, in addition to functioning like the shorter passageways of the preferred form, act in part to add a large unbroken supporting surface to the wing,

particularly those to the rear thereof, with the control optional for the aviator as to which of these large unbroken additional supporting surfaces shall be employed.

It will be noted that in both forms of the invention means have been provided for quickly and at any time shifting the parts so that air may be directed as desired. Also, the parts are so formed in both forms of the invention that movement of the parts may be set to what may be termed an inoperative position, whereby the wing structure will assume the conventional form and will function in the conventional manner. While traveling through the air in a horizontal direction, usually the parts are set in their neutral or non-functioning position as shown in Figs. 3 and 6. When moving upwardly the parts are adjusted to assure the passage of air currents through the wing so as to produce a lift and forward impetus to the plane; and when moving downwardly, to produce a lift which operates to retard the speed.

In embodying the invention in a physical structure the parts can be so arranged and made that they will present a truss shaped form to take the place of certain of the usual spars in the Wings.

In using the ordinary airplane of the presentday structure, in diving for a quick landing, or when the airplane is out of control, the wing structure presents but little air resistance and has a very low lift and drag. In the construction shown in the present invention, however, when diving as indicated in Fig. 4 of the drawings, air will pass into the passageways l1, l8 and i9. Air passing through these passageways as just mentioned will tend to increase both the lift and the drag. The forward speed of the airplane is thereby appreciably checked and the normal resultant increase in sinking speed is in part compensated for by the increased lift so that a landing is possible in a much smaller field.

Furthermore, it will be observed that the upwardly and rearwardly curved passageways, when opened, are particularly adapted to reduce substantially the air turbulence and vortices formed above the upper surface of the plane in flight. These passageways preferably have their openings so placed in the upper surface of the wing structure as to direct the air currents passing therethrough in planes substantially parallel with the lower surface of the wing or the mean chord line thereof. The upwardly and forwardly curved passageways, when opened, also have a favorable infiuence to reduce substantially the air turbulence and vortices. Air passageways through the wing structure so formed and utilized as to develop this section are brought out more if desired, be employed in a wing structure which is provided with a flap.

From the foregoing, it will be observed that a novel method of employing air currents for airplane control has been developed, wherein forces developed within the body of the wing are diiferentially employed in the control of the plane. These forces are built up and utilized by directing air currents through the wing structure in curved paths and in selectively determining these paths so that on take-off and in attaining height a lift and forward impetus are given to the plane and in landing both a lift and a drag are developed to sustain the plane in the air on reduced rates of speed.

The foregoing detailed description has been given for clearness of understanding and no undue limitation should be deduced therefrom, but the appended claims should be construed as broadly as possible in view of the prior art.

What I claim is:

1. In an airplane embodying a fuselage and a wing structure mounted thereon and extending to each side thereof, the combination with the wing structure of vanes or blades forming passageways therebetween extending through thefrom the bottom surface of the wing structure and the vanes or blades of another of said passageways being curved upwardly and forwardly from the bottom surface of the wing structure, the two said passageways intersecting, and control means common to both passageways located at the intersection thereof for opening and closing said passageways whereby both of said passageways may be simultaneously closed and whereby one of said passageways may be opened while the other passageway is closed.

2. In an airplane embodying a-fuselage and a wing structure mounted thereon and extending to each side thereof, the combination with the wing structure of vanes or blades forming passageways. therebetween extending through the wing structure from the lower surface to the upper surface thereofand extending lengthwise of the wing structure to points near the outer edges thereof, the vanes or blades of one of said passageways being curved upwardly and rearwardly from the bottom surface of the wing structure and the vanes or blades of another of said passageways being curved upwardly and forwardly from the bottom surface of the wing structure, the curvature of the vanes or blades bounding and defining the passageways being such that the pressure air passing through the various passageways develops internal forces th'erein operating to influence the lift and drag thereof, the cross-section of said passageways being gradually diminished from the bottom to the top, the two passageways intersecting, and control means common to both passageways located at the intersection thereof for opening and closing said passageways whereby both. of said passageways may be simultaneously c osed and whereby one of said passageway: may be opened while the other passageway is closed.

ing lengthwise of the wing structure to points 3. In an-airplane embodying a fuselage and a wing structure mounted thereon and extending to each side thereof, the combination with the wing structure of a plurality of passageways through the wing structure from the lower surface to the upper surface thereof and extendnear the outer edges thereof which passageways are curved upwardly and rearwardly from the bottom surface of the wing structure, a like number of passageways through the wing structure ing arranged in pairs, each pair consisting" of a passageway which is curved upwardly and rearwardly from the'bottom surface of. the wing structure and a passageway which is curved upwardly and forwardly from the bottom surface of the wing structure, the passageways of each pair intersecting, and control means located at the intersection of each pair of passageways for opening and closing said passageways whereby all of the passageways may be simultaneously closed and whereby all of the upwardly and rearwardly curved passageways may be simultaneously opened while all of the upwardly and forwardly curved passageways are closed andvice versa.

4. In an airplane embodying a fuselage and a wing structure mounted thereon and extending'to each side thereof, the combination with the wing structure of a plurality of passageways through the wing structure from the lower surface to the upper surface thereof and extending lengthwise of the wing structure from each side of the fuselage to points near the outer edges of the wing structure which passageways are curved upwardly and rearwardly from the bottom surface of the wing structure, a like number of passagewaysthrough the wing structure from the lower surface to the upper surface thereof and extending lengthwise of the wing structure from each side of the fuselage to points near the outer edges of the wing structure which passageways are curved upwardly and forwardly from the bottomsurface of the wing "structure. all of said passageways being formed anddefined by vanes or blades suitably mounted in the wing structure, the said passageways on each side of the wing structure being arranged in pairs, each pair consisting of a passageway which is curved upwardly and rearwardly from the bottom surface of the wing structure and a passageway which is curved upwardly and forwardly from the bottom surface of the wing structure, the passageways of each pair intersecting, control means individual'to the passageways on each side of the wing structure located at the intersection of each pair of passageways thereof whereby all of the passageways thereof may be simultaneously closed and whereby all of the passageways of one character thereof may be closed while the passageways of another character are opened, and means for correlating said control means whereby all of the passageways on both sides of the wing structure may be simultaneously closed and whereby all of the upwardly and rearwardly curved passageways may be simultaneously opmed while all of the upwardly and forwardly curved passageways are closed, and vice versa.

- e K. ROSE. 

